Fluid-pressure brake.



V W.'V. TURNER. FLUID PRESSURE BRAKE.

APPLICATION HLED MAR. 31. IBM.

1,1 59AM. Patented Nov. 9, 191.5.

. I 5 SHEE TS-SHEET I.

A t'y.

WlTNESSES W. V. TURNER.

FLUID PRESSURE BRAKE.

APPLICATION FILED MAR. 31. um.

1 1593315 Patented Nov, 9, 1915.

5 SHEETSSHEET 2.

, wrmzsszs mw-m'ron W. V. TURNER.

FLUID PRESSURE BRAKE.

APPLICATION FILED MAR. 31. I911.

11,15,434. Patented Nov. 9, 1915.

5 SHEETS-SHEET 3- WITNESSES INVENTOR APPLICATION FILED IIIAR.3II I9II.

Patented Nov. 9, 1915.

5 SHEETS-HEET 4.

WITNESSES mum-rm Mia.

W. J. TURNER.

FLUID PRESSURE BRAKE.

APPLICATION FILED MAR. 3!, IIQII.

Patemfifi I:

5 SHEETS--SHEET WITNESSES INVENTOR 88 W ED WALTER V. TURNER, 0F EDGEWOOD, PENTmYri/"ANIA, ASSIE'ITUR TD WESTZEM? HOUSE AIR BRAKE COMPANY 0F PITTSBURGH, YENNSYLVANIA, r51 COREGBALZEQJF! OF PENNSYLVANIA;

FLUl'li-PRESSURE BLBAZE.

messes.

Specification of Letters Patent.

Application filed March 31, 19 11. Serial No. 613,218.,

To all whom it may concern Be it known that I, WALTER V. TURNER, a citizen of the United States, residing at Edgeivood, in the county, of Allegheny and State of Pennsylvania, have invented new and useful Improvements in Fluid-Pressure Brakes, of which the following is a specifi cation.

This invention relates to fluid pressurebrakes, and is more particularly in the nature of animprovement on the control valve devices, such as form the subject matter of my prior pending applications, Serial No. 549,229, filed March 14, 1910 and Serial No. 605,387, filed January 30, 191-1.

An equipment of the above character is more particularly adapted to be employed in connection with long and heavy trains ',.valve devices, upon increasing the train pipe riuming at high rates of speed.

In control valve devices as Well as in triple pressure to release the brakes after the same have been, applied, the movement of the equalizing piston to release position opens up cpnpnunication for replenishing the storage res ervoirs with fluidunderpressm'e to compensate for the fluid used in applying the brakes.

train pipe pressure at the head end of the train, the equalizing pistons at the head end lmove to release position first and open communica-tion for recharg ng the depleted reservoir volumes, and if large volumes are to be recharged, it may happen that fluid will be taken from the train pipeat such a rate as to interfere Witlrthe prompt release of the brakes, by reasonof the consequent siovv rise in train pipe pressure, particularly on a long train. I

One object of my invention is therefore to provide means adapted to insure the prompt release of the brakes after an application thereof.

Another object of my invention is to provide means for preventing the movement of the equalizing valve device ,to effect an application of the brakes under light fluctuations in train pipe pressure, such as might be caused by leakage from the train pipe or by variable action of the train pipe feed valve device imsupplying fluid'to the train ployed in By reason of the more rapid increase in With the increased number and size 01' ports and cavities controlled by the equalir.- lug valve mechanism, it may require such a differential of pressures between the pre sure chamber and the train pipe to start the same thatthe equalizing piston, having once started to move, will move out past the usual service application position to the second service position provided in this type oi valve device. rinother object of ray invention is to pro vide an improved control valve mechanism adapted to obviate the above difficulty.

Another object of my invention is to provide means for insuring the prompt and positive release of the brakes upona light increase in train pipe press-m There are a number of. reservoirs eniconnection with the control valve device. such as the service reservoir. the emergency reservoir, and the pressure chamber, and in the release position oi the parts, all of these reservoirs are in communication, in the former designs. and consequently. in

case of a drop in pressure in one of the reservoirs, due to leakage or otherwise, vit might be necessary to reduce the train pipe pressure to a degree less than would other-4 Wise be required in order to secure a suiiicient difierential 01" pressures to effect an application of the brakes.

Another object of my invention is to obviate the possibility of such anoccurrence as indicated above and for this purpose means are provided. for preventing a reduction in pressure in one of the reservoirs from reducing the pressure in the pressure chamber.

Another object of my invention is to provide a brake control mechanism which is sensitive to a lighter variation in train pipe pressure to effect a release of the brakes than is required to effect an application of the brakes. M T

Another object is to compensate for increase in volume due to the displacement of the equalizing piston in moving out to eii'ect an application of the brakes.

Another object is to provide an improved means for cutting the graduated release into and out of action.

Another object is to provide an improved brake control mechanism having a. valve device for effecting an application of the int o fakes and a separate valve device for efi'ecting the release of the brakes.

Other objects and mlvantagcs will. hereferretl to in. the following more detailed deseription of the invention.

in the accompanying drawings, Figure l is a plan view ol a car brake equipment with my improvement applied thereto; Fig. 2- a diagranmiatic central sectional view of the improved control valve mechanism, showing t parts in normal full release position, 3 a similar view, showing the parts in service application position; Fig. -l a similar view, showin the parts in emergency application position; ll 5 a similar view of the equalizing and release portion of the control valve mechanism; showing the parts in preliminary service application position, omitting all ports and passages except those actually in use in this position; Fig. (l a similar view, showii'ig the parts in service lap position, Fig. 7 a similar view, showing the parts in over reduction service application position; l1 ig. 8 asimilar view showing the parts in over reduction service lap position;

llig. 9 a similar view, showing the partshin preliminary release position; and Fig. 10 a similar view, showing the parts in secondary release position.

My invent-ion may be applied to a car air brake etpiipment such as shown in l 1 of the drawinp con'iprising a train pipe l, connected by branch pipe 2 to the improved brake control valve mechanism 3. service brake cylinder 4. and emergency brake cylinder 5 connected by the respective pipes G- and 7 to the 'alve mechanism 3. service reservoir 8. and emergency reservoir 9. connected by the respective, pipes '10 and ii to said valve mechanism 3. The serv ice brake cylinder 4- is adapted to operate the brakes through a brake lever system 12 and the emergency brake cylinder 5 through a brake lever system 13, the pistons of the respective brake cylinders being adapted. to move in opposite diri-rctious in a 'iplyinp; the brakes. fit the outset, it may be stated that while the invention will be described in connection with an application valve device having an applicationchamber, vvariations in pressure in which adapted to operate the application valve device for ellecting the admission and release of fluid to and from the brake. cylinder. the equalizing and the release valve devices may be employed to supply and release fluid directly to and from a b 'akecylinder. It will also be understood that my improvements may be employed in connection with single brake cylinder instead of two.

The innn'oved control valve mechanisn as sl'iown diagrammatically in section in Figs. 2 to 10 inclusive, may comprise a casine' containirn an anplication valve device Q C .L.,.

valve device 23. a quick action valve mechanism H, and an emergency valve mechanism I 25. The application valve device 21 comprises a movable abutment 36 contained in piston chamber 27 and having the chamber at its outer r'ace in communication through a passage 28 with application chamber 29, and a slide valve 30 contained in valve chamber 31. conmnnr rating through passage and pipe 10 with the service reservoir 8. and having a port 33 for supplying air from valve chamber 31 to valve chamber 34, which is connected by ')assage 35 with the service'lnake cylinder pipe (5. The movable abutment 26 operates valve 30 and also a brake cylinder release valve 36 which is contained in valve chamber 3i and is adapted 'to control communication from valve chamber 34: to exhaust passage 37. The equalizing 'alve device 522 comprises a piston 39 contained in piston chamber 39 communicating through passage 40 with train pipe branch pipe 2, and piston 35-? is adapted to operate a main slide .valve 41 and an auxiliary valve 42 mounted on the main valve and having, a movement relative thereto. said valves being contained in valve chamber 43. The release valne device .23 comprises a piston ll contained, in piston chamber communicating with the train pipe through passage 40. and a main valve 4-6 and auxiliary 'alve 47 contained in 'alve chamber 48 and adapted to be operated by the piston. ll, said valve chamber 48 being connected to the pressure chamber through a passage 50 containing a check valve 51 adapted to permit flow of air only from the pressure chamber to the valve chamber. The quick action 'alve mechanism 24 comprises a movable abutment 52 contained in chamber 53 and a valve 5-4 adapted to be operated by said abutment for venting air from the train pipe in an emergency application of the brakes through a passage 55 to an exhaust passage 56. The ei'nergency valve mechanism comprises a difl'erential piston having a large piston head57 and a small. piston head 58 for operating a slide valve 59.

l poirsupplying fluid under pressure to the train pipe, air flows through passage 40 to the pistons 38 and a l. Assuming that both pistons are in full release position, as shown in Fig. 2, a. feed groove 60 around piston ll permits fluid to flow from the train pipe passage 40 into the valve chamber 48, and thence through a passage 61.

leading from said valve chamber to the seat 1,159, t34- is passage 50 in the direction from the valve chamber 48 to the pressure chamber 49 is closed by check valve 51, it is evident that the pressure chamber 49 can only be charged through the port 52 when the parts are in the normal full release position. If cap 64, the purpose of. which Will be described further on, is adjusted to the position shown in Fig. 2, then. fluid may also flow from the valve chamber 48 through port in slide valve 46, to passage 66 and thence through the U shaped cavity 67 in cap 64 to passage 68, which registers with a port opening of-a port 69 in slide valve 4.1. Port 69 has an other port opening which registers-With passage 70 leading to emergency reservoir pipe 11, so that'the emergency reservoir is also charged in. this position with fluid under pressure. If the cap 6% is in its position forcutting out graduated release, the passage 66 is cut off from passage 68 and the emergency reservoir is charged from valve cham; her 43 through port 71 in the auxiliary valve] 42, port 72 in the main valve all and passage" 73 ivhich. communicates with passage. 79 around a check valve 74. In full release po' sition, a passage 75 containing check valve 7 6 and opening tothe train pipe side of piston 44 When said piston is in "full release position registers With port 77 in slide valve 41, so that the valve chamber 43 is charged from the train pipe in this position.

According to my present invention, the service reservoir is charged only from the emergency reservoir and only after the pressure in the pressure chamber has reached a certain degree of pressure less than the pressure in the emergency reservoirv For this purpose, a differential piston is provided having a small piston head 78 subject to emergency reservoir pressure and a large piston head 79 subject to the pressure in the pressure chamber 4.9. v Cllie chamber adjacent the large head .7 9 is connected by pas- 80 to a port opening of port 62, so that the same; is subject to the pressure or" fluid supplied to the pressure chamber 49 through the port 61, While the chamber adjacent the small piston head Y8 is connected by passage 81'. to a port opening of port 69, so that said head is subject to emergency reservoir pressure supplied" through passage 70.

In charging up, if the pressure of fluid flowing to the pressure chamber 49 equals or exceeds a predetermined ratio with re: spect to the emergency reservoir pressure, as determined by the relative sizes or" the piston heads 78 and 79, then the differential piston will beshifted to the/position shown in Fig. 2 in which a passage 82 leading from service reseri-inir passage 32. to the space between the piston heads 78 and 79 is adapted to communicateivith a brrmch passage 83 leading from said space to passage 81.

Fluid is thus supplied from the emergency tion chamber and reservoir to the service reservoir. It the pressure in the pressure chamber is less than the pressure in the emergency reservoir by the predetermined amount, then the emergency reservoir pressure will maintain the diiierential piston in its opposite position, in

which communication from theen'iergeiicy reservoir to the service reservoir is cut oli.

Ordinarily, in chargin up the system it will be evident that all f the reservoirs charge up at the same time, but it a service application of the brakes has been made and the pressure in the service reservoir is thus reduced, then upon increasing the train pipe pressure to eiiect the release of the brakes, the diiierential piston Will'be maintained by the emergency reservoir pressure in the posi'tion for cutting oil the service reservoir cllareing port, until the pressure in the pressure chamber has been increased to a point somewhat less than the emergencyreservoir pressure, according to the relative sizes of the piston heads of the differential piston, say for example, 5 to 8 pounds less, then the difl er'ential piston isshii ted to open the communication for recharging the service reservoir. By thus preventing; the charging of the service ,reservoir until the pressure in the pressure chamber has the normal pressure carried, it will be evident that .,th.e prompt movement of the equalizing and release pistons throughout the train is-greatly facilitated, as reduction in train pipe pressure by flow to the service reservoirs is prevented and consequently a suihcient increase in train pipe pressure is always assured forthe purpose of shifting said pistons to release position.

in the full releaseiposition of the release valve device, a passage 84-, leading from the application chamber passage 28 to the seat of the slide valve 46, is connected to a port opening of port 85 in the valve 46 and port 85 communicates through cavity 86 in the auxiliary valve 47 and port 8'? in the slide valve 46 with a passage 88 leading to an atmosphericv exhaust port, sothat the applicathe chamber at the outer face of the application piston 26 is open to the exhaust and therefore the application piston is maintained in release position, as shown in Fig. 2, in which the valve chamber 34-, constantly open to the service brake cylinder through passage 35, is in communication with exhaust passage 37.

The graduating spring 89 may be constructed to act as a release spring, if desired, so as to facilitate the full movement of the parts to release position after an application of the brakes is made or vafter a graduated release has beeh effected or Where there a possibility that the differential of fluid pressures acting on the piston 26 may not be great enough to insure the desired full movemerit of the parts. In full. release position,

increased to nearly &

the reduction reservoir 90 is connected through passage 91, and cavity 92 in the slide 'alve -1-1 with an exhaust port The space between the piston heads 57 and 58 of the emergency valve mechanism 25 is in open connmmication with the emergency reservoir through passage and 51s passage 94, leading from the outer chamber adj acentto the piston head 57, is closed at the slide valve 46, fluid equalizes through port 95 in said piston head from the chamber-intermediate the piston heads. Passage 96, leading from the chamber at the outer-face of piston head 58, is connected through cavity 97 in the valve 16 with an exhaustport 08, so that said piston head is at atmospheric pressure, and therefore the unbalanced fluid pressure acting on the piston head 57 maintains the emergency valve mechanism in the normal position, shown in Fig. 2, in which the emergency brake cylinder pipe 7 is connected through passa ge 99, and cavity 100 in the valve 59 with an exhaust passage 101. A cavity 102 in said valve 59' also connects passage 103 leading from the space between piston 26 and a piston 101, with a passage 105 opening into the service brake cylinder passage 35.

An application of the brakes may be made in the usual manner by reducing the train pipe pressure, which first causes the release piston -14 to move out from release position. This is by reason of the fact that the equal izing piston 38 is provided with means for preventing its initial movement directly by the reduction in train pipe pressure and for thispurpose the equalizing valve device is provided with an auxiliary piston 106 at its inner end. In the normal full release position of the parts. a passage 107 leading from the chamber at the outer face of the piston 106 is connected to the atmosphere through passage 10S. cavity 97 in slide valve 46. and exhaust port 93, said piston being adapted to 'seat tightlyand prevent leakage of fluid from the valve; chamber 43. As the piston 106 IS suluect to atmospheric pressure, a difierent-ial 1s'created on the equaliz ing piston device which is suiiicient to pre vent its movement directly by a. reduction in train pipe pressure. Upon the outward movement of the release piston 4+1, however, to the position shown in Fig. 5, the passages 107 and 108 are connected by port 109 in the slide valve 416 with valve chamber 48, so

.that flfuid in valve chamber 48 and at" the pressure of the pressure chamber is admitted to the piston 106. The fluid pressures on opposite sides of the piston 106 being thus balanced, the reduced train pipe pressure on the equalizing piston, starts the same from the release position.

The initial movement of the release piston {14 opens the passage to the opposite side of the piston, so that so long as the equalizing valve device 22 remains in full re lease position, the two valve chambers 13 and -18 are connected together through the passage 75 and the port 77. This insures the maintenance of pressure in the valve chamber -13 in the full release position thereof. communication with the train pipe through passage 75 it might happen that through leakage of fluid from the valve chamber past the check valve 76 the valve chamber pressure would be reduced and thus tend to make the equalizing valve device somewhat less sensitive to movement upon a reduction in train pipe pressure.

The initial movement ofthe equalizing piston 38 first shifts the auxiliary valve 12 to a position in which avit 129 therein connects port 11-1 with a porttopening of port 6-), so that COTHHIUIIlCHtlODf S opened from the pressure chamber a9 through the. passages 50 and 63 to the valve chamber 43. This tends to maintain thepressure in the valve chamber 13 after the auxiliary valve 42 has moved to close communication through the port 7 7. This initial movement of the auxiliary valve -12 also operates to connect port 110 in said valve with a port opening of port 69 in the main valve a1, so that fluid from the emergency reservoir is vented to the valve chamber 13. This also is for the purpose of maintaining the pressure in the valve chamber 43 and furthermore serves to compensate for'any reduction in pressure in the valve chamber .13 dueto the increased volume of said chamber by reason of the displacement of the piston 38 in moving out to service application position. The port opening of port 62 which registers with passage 63 has a foot extension, so that communication from the pressure chamber to the valve chamber +13 is maintained during the initial movement of the main slide valve a1. The further out- .ward movement of the equalizing piston 38 starts the main valve 11 and before the foot extension of the port 62 moves out of register w1th the passage 63, the outward move ment of the piston 106 opens a port 116 around said piston which permits flow of airfrom the valve chamber 48 through the ports 108 and 107 to the valve chamber 43, and thereby assures equalization of pressures between the valve chambers 18 and 43.

The equalizing, piston 38 having'moved out to service application position engaging the graduating spring stop 117, as shown in If the valve chamber 13 remained in Fig. 3, direct communication-is opened from the pressure chamber49 to the valve cham ber 43 through passages 50 and 63 and port 118 in the slide valve 41, so that valve cham-- ber 43 is maintained at the pressure in the pressure chamber in said position and a port- 19 in slide valverll may also register with passage 111 to further assist in maintaining;

till

port 33 and preventing the further the pressure in the valvechambcr 43 by connection -'with valve chamber '48. It will now be evident that throughout the movement o f the equalizing 'valve device from full release position to service application position, the pressure in the valve chamber is connected either directly or indirectly with the pressure chamber and therefore the pressures in both valve chambers l3 and -18 are maintained. substantially at the pressure in said pressure chamber. This eliminates any lap position during the movementto service application position which might-tend on movement of the equalizing piston to reduce the pressure in the. valve chamber-l3 and thus hinder the prompt movement of the equalizing valve device.

In service application position, as shown in Fig. 3, passage 28, leading from. application chamber 29, registerswith a port so that fluid from valve chamber 43 an consequently the pressure chamber 49 llows to the application chamber. The applica tion piston 26 is thereupon shifted by the increase in pressure in the application chamber to application position, as shown in Fig. 3, in Which'the release valve 36 closes the service brake cylinder ,exhaust port 37 and the valve 30 opens communication thropgli port 33 from the valve chamber 31 to valve chamber 3%. Fluid is thus ad- .d to the service brake cylinder through passage 35 from the service reservoir'8. llpon reduction in pressure in the pressure chamber 4:9 by flow to the application chainher-29 to a degree equal to or slightly less than the reduced pressure in the train pipe, the equalizing piston 38 is operated to shift the auxiliary valve 42 and lap the service port 15, thus cutting olf further flow of air to the application chamber and the release piston 4% also moves back to lap the port l6?) as shown in Fig. (5. As soon as the pressure in the service brake cylinder has increased by'flou' ot'air from the service resers voir to a point equaling or slightly exceeding the application 'chamber pressure acting on the opposite side of piston 26, the same moves to lap position, closing the supply flow of air to the service brake cylinder. By making further gradual reductions in train pipe pressure, the equalizing piston may be operated to shift the auxiliary valve 42 and supply fluid to the application chamber, so as to cause the movement of the piston 26 to again open the supply port 313, the parts being again moved to lap position upon substantial equalization of pressures as in the case of the initial reduction in train pipe pressure above described.

If the pressure in the. pressure chamber should be reduced by how to the application chamber to the point of equalization with respect to the application chamber, any

position, which may be reservoir is normally maintained at atmospheric pressure as described in connection with the release position and also in normal service application position, the cavit v 92 in valve 41 maintaining the connection from the passage 91 to the exhaust port 93 throughout the movement of parts from're-v lease position to service application position. In the over reduction service position, however, as shown in Fig. 7, fluid from the valve chamber 4-3 and the pressure chamber is vented to the reduction reservoir through the port 15, and upon a reduction in the pressure of' the pressure chamber by flow to said reduction reservoir to a point slightly less than the reduced train pipe pressure, the piston 38 operates to shift the auxiliary valve 12 and thereby close the port 15, as shown in Fig. 8. Further reductions in train pipe pressure below the equalizii-ig point, cause the movement of the piston 38 to again shift the auxiliary valve s2, and the pressure in the pressure chamber s furtherreduced by flow to the reduction. reservoir until sure chamber and the reduction reservoir equalize.

During reductions in train pipe pre sur up tothe point at which the pressure of the pressure chamber equalizes with the pressure in the reiiluction reservoir, the release piston is maintained in the normal service application position by means of the spring stop the spring of which is adjusted to resist a somewhat higher pressure than the spring 117 acting on as the pressure in the valve chamber -8 rcduccs with that in valve chan'rber by way of port 109 and passages 10S and 111, the piston 44 prevented yond the normal service position, the piston ll operating under such reductions in train pipe pressure to open and close the port 10$). hen. however, the equalization of pressures between the pressure chamber and the reduction reservoir takes place, then a further reduction in train pipe pressure causes the piston ll to be shifted to its extreme outer position against the resistance of the spring stop 11!).

The initial movement of the slide valve 46 I from service application position out toward emergency application position operates to uncover passage 126 which leads to the cuicrgency reservo r passage 'li), so that thud from the PIUENTGIICV reservoir is vented to P) I .L w r Llll. valve chamber the lhe sudden increase in pressure thus produced in thevalve chainthe piston 38, so that,

from moving out bethe pressures in the presber 48 causes the prompt and positive movement Oil the release valve device 23 to emergency application position. A port 1:27 in the slide valve +6 also registers with passage 108, thus permitting liow of air tromthevalve chamber lb to the valve chamber t3. so that the pressure in valve chamber 43 is maintained equal to that in valve chamber 48.

In the emergency position of the piston it, as shown in Fig. l, passage 9+. leading from piston head 57 of the emergency valve mechanism 25 is connected by cavity 97 in the slide valve lo with exhaust port 98 'while port 96 leading from piston head 58 is blanked. lhuergency reservoir pressure on the opposite side of piston head 57 thereupon shifts the valve mechanism 25 to the position shown in Fig. l, in which the passage 99, leading to the emergency brake cylinder, isuncovcred by the valve Yul. Fluid from the emergency reservoir is thus admitted to the emergency brake cylinder-to etfect an emergency application of the brakes. Passage .103 is connected by cavity 100 with exhaust passage 101, so that the space between pistons 26 and 104 is vented to the atmosphere to insure the maintenance ot the application valve device 21 in application position. Port in the valve 59 also registcrswith passage 10;"), so that fluid from the emergency reservoir is likewise ad mitted to the service brake cylinder through passage In the emergency position of the. release valve device 23. a passage 121 leading to one side of a valve piston 12; is uncovered by the slide valve lb. so that tluid under pressure is supplied thereto. while the opposite side of said valve piston is open through a passage 123 to the emergency brake cylinder passage 91). The higher pressure acting on the under side of the valve piston 12; operates to open the same and permit lluid to (low to the cmcrgcncy piston 52. which is thereupon operated to open the emergency valve 334 and vent air from the train pipc through passage 55 to exhaust passage. {16 to thereby cll'cct a local reduction in train pipe pressure and consequcnt quick serial action ol the control valve devices throughout the train. When the emergency brake cylinder pressure has increased to substantially equal that on the opposite side ol" the valve piston l2"). or as a matter of lact. upon equalization of the pressures ot all the reservoirs into the brake cylinders. since all the cham ers. reservoirs. and brake cylinders are connected together in emergency application position. then the valve piston 12; is closed by the spring 124-, and lluid under pressure quickly equalizing upon opposite sides of the emergency piston 5'2. through an equalizing port or around the piston, the valve 5-1- is closed by the spring 125 and further venting of tihid from the train pipe is stopped.

In order to release the brakes after an application thereof, the train pipe pressure is increased, and the pistons 38' and t l; are shifted to release position. The equalizing piston 38 starts first bet'ore thepi'ston moves because the slide valve -11 has no large exhaust cavities nor ports such as found in the slide valve +6, and in order to facilitate the movement of the release piston -l-t, it is provided that upon movement of the equalizing piston 38 nearly to full release'position, as shown in Fig. f the passage (51 leading from the valve chamber .8 registers with port 128 in the slide valve 41, which in turn is connected by a cavity 1:39 in the auxiliary valve l2 with port and cavity 92, so that fluid is thereupon vented from the'valve chamber ts to the exhaust port 93 and the movement of the release valve device 23 to release position is thus facilitated. In. the above position of the slide alve 41, port (32 has port openings adapted to registerwith passages (33 and 111. so that the pressure chamber is connected to the back of the [us ton 10a. The admission of fluid to the back of this piston tends to retard the further inner movement of the piston 38 in addition to the retardingaction of the spring 115 and consequently the slide valve 41 is held in the position for venting air from the valve chamber 48 until the release piston tl has moved inwardly to full release position, in which position, as shown in F 108 is connected by cavity 9? in slide valve 46 with exhaust port 98. Air thereupon vented from the back of the piston 108 to the atmosphere. and the full movement of the equalizing piston 38 to release position is promptly ett'ected.

it will be noted that as the port 62 establishes communication from the pressure chamber to the back of the piston 10%, there will be an inflow of tluid as well as an out llow at the exhaust port 93, so thatit is necessary for the release piston :l to move fully to release position and fully open the passage 10 in order to get a sufiicient re duction in pressure on the piston 106 to eliect the full lnovementcf the equalizing valve device to release position. In the full release position of the release piston $4, passage 84, leading to application chamber passage :28 is connected through port 85, cavity 86' in the auxiliary valve 47, and port 10. passa e Elli 87 with exhaust passage 88. so that fluid in the application chamber and on the application piston 2(3 is vented to the atmosphere and the application valve mechanism 21 is thereupon shifted to release position and the brake cylinder is vented to the atmosphere through exhaust port 37. It will now be clear that the pistons 38 and -l-l mutually assist each other in the movement to resimilar manner by further lease position, that is to say, the equalizing valve device moving-first, operates as a pilot valve to fa'cilita'e or insure the moyement of the release valve device, While the release alve device acts in release position'as a pilot valve for he equalizing valve device to insure its lul movement to release position.

If the graduated release is cut in, the cap 64 is applied to the control valve mechanisni as shown in Fig. 2, with cavity 6? connecting the passages (56 and ($8. In order to graduate the release of the brakes after an application, gradual increase in train pipe pressure is made and both the pistons 38 and -14 are shifted to release position as hereinbefore described in connection with fully releasing the brakes, but when the release valve device moves to release position, the emergency or su i'plemental reservoir 9 is connected to the valve chamber 48 through passage 70, port 69 in valve 41, passage 38, ca ity 67, passage 66 and port in valve 46. Fluid at the high pressure of the emergency reservoir is thus vented to the valve chamber 4S and the piston 4H is thereupon operated to shift the auxiliary valve 47 and close the port 65. Fluidtrom the application chamber is thus partially vented while the auxiliary valve 47 remains in release position but upon movement of the auxiliary valve .asdescribed above, the cavity 86 is moved to cut oil the communication for venting air from the application chamber.

The partial reduction in pressure in the application cl'iamber causes the the higher brake cylinder pressure so that fluid is vented from the brake cylinder to correspond With the reduction in application chamber pressure. Upon substantial equalization of the application chamber and brake cylinder pressures. the piston'26 is operated to cut oli' the exhaust from the brake cylinder. Further gradual reductions in brake cylinder pressure may be made in a increasing the train pipe pressure, the equalizing valve de vice remaining in full release position, while the, release piston 44: moves the auxiliary valve 47 between release positions.

lit it is (l0Sl1l3Cl-t0.Cllt out the gratuated release, the cap 64- is applied in a position in which the cavity 67 connects 13f) with exhaust passage 88, and in the release position of the valve 46, the passage 130 registers with a port opening of port so that in releasing the brakes fluid from thempplicatiou atmosphere directly through a port in the main slide valve -16 instead of through the auigiliarv valve ell. The cap (34 may be provided with a. mark oi iiidicatoi', so .thi'itby tron in train .-throughout the train.

application :-]rlStOI1lLO be shifted to release position by and release lap a passagechamber is vented to ,the

inspection it can be determined ivhcther the cap is in the graduated releaseposition or the ordinary release position.

.An emergency application or" the brakes may be efi'ected by making a sudden reducpipe pressure, whereupon the pistons 38 and 4;: are both shifted to their extreme outer positions adshown in Fig. iand as hereinbefore described, the passage 9% is connected by port 97 with exhaust port 98 and passage 96 is blanked by the slide valve 46 so that the emergency valve mechanism is shifted to its emergency position, in which the emergency brake cylinder 5 is connected through passage 99 directly with the valve chamber intermediate the piston heads 57 and 58 and consequently fluid from the emergency reservoir is admitted to the emergency brake cylinder. supplied through passage 121 slde ot the valve piston 122 Fluid is also to the under operating the so as to admit fluid "under pressure to the emergency piston The emergency piston then operates the valve 54. to open communication for venting air from the train pipe to eli'ect a local reduction'in train pipe pressure and consequent quick serial action of all the control valve devices Passage is also uncovered by the slide valve 46 so that fluid under pressure is admitted to the application chamber and. piston 26 thereby shifting the application and release valve mechanism 21 to applicationposition so that fluid from the service reservoir is ad mitted to the service brake cylinder 4;. It will be noted that an emergency application is ellected through the operation of the relei se equalizing valve device 23 and that the equalizing \nlvsdevice 2:2 does not serve any purposeflitathis time.

Whilethe present invention hasbeen described in connection with an application valve. device having an application chamber, variations in pressure in which control the operation of a valve' mechanism for supplying air to the brake: cylinder, it is to be understood that the separate equalizing and release alve devices connection with controlling the supplvand release of air to and from a brake cvlindcr directly, without employing the application valve device. It will also be understood that while i he equipment-is provided with two brake cylinders. a service brake cylinder,

may be employed in and an emergency brake cylinderptl e in- 13v providing:- a separate eql-ialining valve device and a separate release validdevice,

the releasivalve device can be emplo ed to i-ll'ecremergency applications of the brakes application and consequently the service port of the equalizing valve device can be made large enough to insure a SlliilClent drop in pressure on the pressure chamber side when the equalizing valve device moves to service applica.-. tion position, that position and not-have a tendency to move out beyond said position to the second service position. I I-Ieretofo-re, the size of the service. port was limited, in order to insure the movement of the parts to emergency position when a certain predetermined differential of pressures was created on the equalizing piston. It-will be noted in connection with graduated release, that connection from the emergency reservoir to the release valve chamber is controlled by the equalizing valve device (through port 69, passage 68, cavity 67, and passage 66,) so that it is necessary for the equalizing valve device to be in its full release position, or no fluid can be supplied from the emergency reservoi to the release valve chamber to efl'ect a graduated release, and consequently full movement of the release valve device to. release position is assured because the pressure in the release valve chamber is not increased byflow fronr the emergency reservoir unless ,the equalizing valve device is back in full release position and said valve device cannot move to the full release position until the release valve device has moved to its full release position.

Another feature which should be noted is that of maintaining the pressure in the application chamber in second service position. 'lhis is secured by means of the rechargingvalvc device. the piston head 78 of which is connected in the second service position through passage 81, port 62, and passage 28 with the application chamber, while the piston head 79 is connected'through passage 80, port (59, and port 110 with valve chamber 43 and consequently the pressure chamber. Thus any slight leakage from the application chamber is supplied by leakage from the service reservoir around the piston head 73, the service reservoir being connected to the space intermediate the piston heads 78 and 7.9 by passage the applicationchamber should be sufficient to cause the movement of the recharglg'in g' valve device by the pressure in the pressure chamber on the piston head 79, then the passage 82 is opened directly t-o/the passage 81 and the pressure in the application chamber is quickly built up. The recharging valve device then returns to its normal position as soon as the pressure in the application chamber has been increased to within a few pounds of the pressure in the pressure chamber, according to the relative sizes of the pistoirheads 78 and 79. 1

Having now described my invent-ion, what so that the same will stop in v 82. If the leakage from I claim as new and desire to secure by Letplication of the brakes, of a second valve;

device subject to the opposing pressures of the train pipe and a chamber and operating upon a reduction in train pipe pressure for effecting the movement of said equalizing valve device,

3. In a fluid pressure brake, the combination with an equalizing valve device comprising valve means 'for effecting an application of the brakes and a movable abutment subject to the opposing pressures of a train pipe and a chamber for operating said valve means, of a. second valve device coirr' prising valve means for controlling the operation of said equalizing valve device and .a movable abutment subject to the opposing pressures of the train pipe and a chamber for actuating said valve'means upon a reduction in train pipe pressure.

4:. In a fluid pressure brake, the combination with an equalizing valve device subject to the opposing pressures of the train p pe and a chamber for effecting an application of the brakes and a piston carried by said valve device, of a second valve device operating upon a reduction in train pipe pressure for supplying fluid to said piston to effect the movement of said equalizing valve device.

5. In a fluid pressure brake, the combina tion with an equalizing valve device subject to the opposing pressures of the train pipe and a chamber for eflecting an application of the brakes and a piston carried by said valve device, of a second valve device having a position for connecting said piston to the atmosphere and operating upon a redevice.

7. In a fluid pressure brake, the combine tion with an equalizing valve device subject to train plpe pressure for effecting an applition with cation of the brakes,

of a valve device subect to train pipe pressure for effecting the release of the brakes, said release valve dc vice comprising a movableabutment. a main valve and an auxiliary valve having a movement relative to the main valve and operated by said abutment upon a gradual reduction in train pipe pressure for supplying fluid to said equalizing valve device to initially move same.

8. In a fluid pressure brake, the combination with a valve device subject to variations in train pipe pressure for effectingan application er the brakes, of a valve device sub ject to train pipe pressure, for effecting the release of the brakes, the movement of each valve device being dependent upon the move ment of the other valve device.

9. In a fluid pressure brake, the combination with an equalizing valve device having a piston subject to train pipe pressure and valve means operated by said piston for controlling the supply of fluid to effect an application of the brakes, of a movableabutment carried by said valve device and normally subject to atmospheric pressure and a. valve device operated upon a reduction in train J to supply fluid to said abutment to initiate the movement of the equalizing valve device p 10. In a fluid pressure brake, the combinaan equalizing valve device 0011! prising a piston subject to train pipe pressure, a' movable abutment normally subject on one side to atmospheric pressure, and valve means operated by said piston for sup plying fluid to effect an application of the brakes, of a valve device operated upon a reduction in train pipe pressure for supplying fluid to said movable abutment to initiate the movement ofsaid equalizing valve evice.

11. In a fluid pressure brake, the combination with a train pipe, of an equalizing valve device subject to train pipe pressure for supplying fluidto ellect an application of the brakes, a release valve device subject to train pipe pressure for releasing fluid to etl'ect the release of the brakes, and means operated by said equalizing valve device upon an in crease in train pipe pressure for effecting the movement of the release valve device to release position. i

l2. Ina fluid pressure brake,'the combination with a train pipe, of an equalizing valve device subject-to train pipe pressure for supplying fluid to efiect an application of the brakes, a release valve device subject to train pipe pressure for releasing fluid to effect the release of the brakes, said release valve device being moved to brake application posi tion upon a reduction in train pipe pressure, and means operated by sai equalizing valve device upon an increase in train pipe'pres" sure for initiatlng'the movement of the release valve device from the application position toward release position.

13. ln a iluid pressure brake, the combine; tion with a train pipe, of an equalizing 'alve device subject to train pipe pressure for supplying fluid to etl'ect an application of the brakes, a release valve device subject to train pipe pressure for releasing fluid to effect the rel ase of the brakes, said equalizing valve device being shifted from the application position upon an increase in train pipe pressure to a position in which fluid is vented from one side of the release valve device to thereby effect the movement thereof to release position.

14. In a fluid pressure brake, the combina tion with a train pipe, of an equalizing valve device subject to train pipe pressure for supplying fluid to ellect an application of the brakes, a release valve device subject to train pipe pressure for releasing fluid to effect the release of the brakes, said release valve devicebeing moved upon a reduction in train pipe pressure to the position for applying the brakes, and means operated in the movement ofthe equalizing valve device from application position upon an increase in train pipe pressure for venting liuid from the rclease valve device to initiate the movement of said release valve device from the application position.

1:). 111 a fluid nation with valve device pressure brake. the combia train pipe, of an equalizing comprising a piston subject to the opposing pressures of the train pipe and a chamber and valve means operated by said piston upon a reduction in train pipe pressure for supplying fluid to effect an application of the brakes, a release valve device comprising a piston subject to the opposing pressures of the train pipe and a chamber andoperated upon an increase in train pipe pressure For releasing fluid to effect the release of the brakes. and means operated by said equalizing valve device train pipe pressure for venting fluid from the chamber side of the release piston to thereby initiate the movement of the release valve'device to release position. I

16. In a fluid pressure brake, the combination with a train pipe, of anequalizing valve device subject to train pipe pressure and operated upon a reduction in train pipe pressure for supplying fluid to effect an application of the brakes, a release valve device subject to train pipe pressure and operated upon an increase in train pipe pressure for releasingfluid to eli'ect the release of the brakes, mean controlled by said equalizing valve device. and adapted upon movement of the equalizingvalve device by aninc'rease in train pipe pressure to effect the initial movement of the release valve device, and means controlled by said release fi l 639 sition, oi means adapted valve devige and adapted upon movement of the release valve device to full release po sition to eil'ect the full movement of the equalizingvalve device to release position.

17. In. a

nation with an equalizing valve device for etlecting an application oi the brakes and a rcl a valve device for eilecting; the release brakes, or means operated by the wing valve device upon movement in 'tl'ie direction to release the brakes for inititling-the movement ofv the release valve device toward release-position and means operated by said release valve device upon position-sand means operated by said release valve device in releasep'osition for effecting the movement of the equalizing valve device from said intermediate position to release position.

19. in a fluid pressure brake, the combination with a train pipe,an equalizing valve device subject to train pipe pressure and having a release position and a brake application position, and arelease valve device subject totrain pipe pressure and having a release position and a brake application position,- of means adapted upon movement of the equalizing valve device in releasing the brakes to a position intermediate application and release positions to ellect theinovement of the release valve device to release position, means tending to hold the equalizing valve device in said intermediate position, and means operated by the release valve device upbn movement to release position for effecting the movement of the equalizing valve device from the intermediate position to release posit-ion.

'20. In a fluid pressure brake, the combination witlra' train pipe, an equali'zifig valve dev ce operating upon a reduction in train pipe pressure for applying the brakes, a release valve device operatihg upon an increase in train pipe pressure for, releasing the brakes, of means controlled by the release valve device upon movementunde' a reduction in. train pipe pressure for initiating the movement of the equalizing valve device to appiication position" and means controlled by the equalizing valve device fluid pressure brake, the conibipressure and having a 21. In a fluid pressure brake, the combination with a train pipe, an equalizing val e device operating upon a reduction in train pipe pressure for applying the brakes, a release valve device operatingupon an increase in train pipe pressure "for releasing the brakes, of means controlled by the release valve device upon movei'nent under a reduction in train pipe pressure for initiating the movement of the equalizing valve device to application position, means con trolled by the equalizingvalve device upon movement in the direction for releasing the brakes under an increase in train pipe pressure for initiating the movement of the release "alve device to' release position, and means controlled by the release valve device upon movement to release position for effecting the full movement of the equalizing valve device to release position.

22. In a fluid pressure brake, the combination with a brake pipe and'an equalizing valve device s ject to the opposing pressures of the brake pipe and a chamber, of a reservoir from which fluid is supplied to effect an application of the brakes, a second reservoir adapted to be charged from the brake pipe, and means for recharging the first reservoir from the second with said chamber cut 06 from the first reservoir.

23.131 a fluid pressurebrake, the combination with a train pipeyof a valve chamber, a pressure chamber, ject to the opposing pressures of the valve chamber and the train pipe for supplying fluid fromsaid pressure chamber to effect an application of the brakes, said valve chamber being closed to the pressure chamber in full release position of the valve de-- vice, and means for maintaining communication from the pressure chamber to said valve chamber in the movement from release position to ellect an application of the brakes.

24-, In a'fluid pressure brake, the combination with a train pipe, of a valve chamher, a pressure chamber, a valve device subject to the opposing pressures of the valve chamber and the train pipe for supplying fluid from said pressure chamber to eilcct an application of the brakes and for controlling conimunication from the pressure chamber to the valve chamber, chamb'erfbeing charged to the pressure chamber throughout the movement of said valve device from full rebrake, the combisubject to the opposing pressures of the train a valve device subsaid valve from the train pipe' in full release POSltlOIljlIld being connectedof a valve device.

supplying fluid to 'gency reservoir for pipe and a pressure chamber for effecting a n application of the brakes, a reservoir for supplying fluid to apply the brakes, and means for recharging said reservoir when the pressure in the pressure chamber exceeds the pressure in the reservoir by a predetermined amount.

26. In a fluid pressure brake, the combi nation vvith a train pipe, of a pressure chamher. a valve device subject to the opposing i'iressures of the pressure chamber and the train pipe for effecting an application of the irakes a reservoir from which 'air is supp ied to apply the brakes, and means for recharging the reservoir from the train pipe in rel iasing the brakes when the pressure in the pressure chamber exceeds the pressure in the reservoir by a predetermined amount.

27. In a fluid pressure brake, the combination with a train pipe, of an application chamber, a reservoir, an application valve device operated by the pressure in said application chamber for supplying fluid from said reservoir to efleet an application of the brakes, a pressure chamber, an equalizing valve device subject to the opposing pressures of the pressure chamber and the train pipe for supplying fluid to the application chamber. and means governed by the pressure in the pressure chamber for controlling communication for recharging the reservoir.

28. In a fluid pressure brake, the combination with a train pipe, of a reservoir for supplying fluid to effect-a service application of the brakes, a reservoir for supplying'fiuid to effect an emergency application of the brakes, a pressure chamber, a valve device subject to the opposing the pressure chamber and the train pipe for cfi'ecting an application of the brakes, and means for recharging the service reservoir from the emergency reservoir when the pressure in the pressure chamber exceeds the pressure in the emergency reservoir by a predetermined amount.

fluid pressure brake, the combia train supplying fluid to tion of the fluid effect a service applicabrakes, a reservolr for supplying to effect an emergency application of to the opposing pressures of the pressure chamber and the train pipe for eflecting an application of the brakes, and a valve device subject to the opposing pressures of the pressure chamber and the emercontrolling the recharge of the service reservoir.

30. In a fluid pressure brake, the combination ivith a train pipe, of a reservoir for effect a service applica: tion of the brakes. a reservoir for supplying fluid to effect an emergency application of the brakes, a pressure chamber, a valve depipe, of a reservoir for pressure brake. the combia train pipe, of'a reservoir for uid to effect a service appl1cation of the brakes, a reservoir for supplying fluid to effect an emergency apphca tlon oi the brakes. a pressure chamber, a valve device subject to the opposing pressures of the pressure chamber and the train pipe for effecting an application or the brakes, and a valve device operated by'the pressure in the pressure cl trolling the recharge oi tl voir.

32. In a fluid pressure brake, the combination with a train pipe, of a reservoir for supplying fluid to effect aservice application of the brakes, a reservoir for supplying fluid to e'fl'ect an emergency application or the brakes. a pressure chamber. a valve de vice subject to the opposing pressures oi the pressure chamber and the train pipe for etfecting an application of the brakes. and a valve device operated at a degree of pressure in the-pressure chamber in excess or the pressure in the emergency reservoir for opening communication from the emergency reservoir to the service reservoir to thereby recharge the service reservoir.

33. In a fluid pressure brake, the combination with a train pipego't' a pressure chamber, an equalizing valve device subject to th e opposing pressures of the train pipe and a valve chamber for supplying air from the pressure chamber to efl'ect an application of ie service reseriamber for con' the opposing pressures of the train pipe and a valve chamber. and means for cutting off 1 communication from the pressure chamber to one valve chamber when the other valve chamber is open to the pressure chamber.

34. In a fluid pressure brake, the combination with a train pipe, of a pressure chamher, an equalizing valve device subject to the opposing pressures of the train pipe and a valve chamber for supplying air from the pressure chamber to efl'ect an application of the brakes, a release valve device subject to the opposing PltSSlll'tS of the train pipe and a valve chamber, both valve chambers being open at times to the pressure chamber, and means for cutting ofl' communication ii'rom the pressure chamber to one valve chamber when the other valve chamberis open to the pressure chamber to prevent possible leakage from the train pipe to the pressure chamber from both valve devices at the same service appli In a fluid pressure bake, the combr nation with a train pipe. of a valve device subject to the opposing pressures of the train pipe and a chamber for effecting an application of the brakes and means operating upon movement of said valve device to apply the brakes 't'or venting fluid to said chamber to compensate for the lisplacement due to the movement of said valve device.

In). In a fluid pressure brake. the combination with a train pipe. of a valve device subject to the opposing pressures of the train pipe and a chamber and operating upon a reduction in train pipe pressure for eii'ecting .1 application of the brakes. a reservoir containing: fluid under pressure. and means adapted upon said valve device to efl'ect an application ()1 the brakes for venting fluid from said reservoir to said valve chamber.

7. In a fluid pressure brake. the combi nation with a train pipe. of a valve device subject. to the opposing pressures of the train pipe and a chamber for efl'ectinp; an application of the brakes. an emergency reservoir containing fluid under pressure for supplying fluid to effect an emergency application of the brakes. and means operating upon initial movement of said valve device to apply the brakes for venting fluid from the emergency reservoir to said chami ber.

38. In a fluid pressure brake. the combination with a 'alve device for cfl'ecting a -.ation of the brakes. ot' a valve device. for controlling the release of the brakes and means controlled by said release valve device for effecting an emergency ap plication of the brakes.

39. In a fluid pressurebrake. the combination with a valve device operating upon a gradual reduction in train pipe pressure for etl'ectingan application of the brakes. ot' a valve device operatingupon an increase in train pipe pressure for effecting the release of the brakes and 11 ans controlled by said release valve. device for etiecting an emergency application of the brakes.

40. In a fluid pressure. brake. the combination with a train pipe, of a valve device. operating upon a gradual reduction in train pipe pressure for efl'ectingx a service applicationof the brakes. a valve deviceoperating upon an increase in train pipe pressure for eflecting the release of the brakes. and means operated by'said release. valve device upon a.

sudden reduction in train pipe pressure ton cfl'ecting an emergency application m the brakes.

'41. In a fluid pressure; brake, the combination with a train pipe, of a pressure chamber containing fluid under pressure. a. reductionreservoir normally subject to atmospheric pressure, a valve tevice having an initial movement of nation with a train pipe nism operatedby inner extreme position and an outer extreme position in which fluid is vented from said pressure chamber to said redi .ztiou reservoir. said valve device being adapted in a position intermmliate its opposite extreme positions to supply fluid from said pressure chamber to ell'e t an application olf the brakes. I

4'2. In a fluid pressure brake, the com i nation with a train pipe. of an application chamber. a valve H'ik'JlllilllfiIH subject to vari atious in pressure in .said chamber for trolling the application and release oi the brakes. and two separate valve devices subject to train pipe pressure for coutrollimzj the fluid pressure in said application chamber.

i i. In a fluid pressure brake. the combiand brake cylinder. of an applicationchamber. a valve mechavariations in pressure in said chamber for supplying and releasing fluid-to.and from said brake cylinder. a valve device operating upon a reduction in train pipe pressure for supplying fluid to said chamber. and a valve device operat'img upon an increase in train pipe pressure for releasing fluid from said chamber.

44. In a fluid pressure brake. the con'ioination with a train pipe and brake cylinder. of an application chamber. a valve mechr nism operated by variationsLin pressure in said chamber for supplying and releasing.

fluid to and from said brake cylinder, an equalizing, valve devicoadaptd to supply fluid to saida 'iphcation chamber. and a valve device operating upon a reduction in.

nism operated by variations in pressure insaid'chainber for supplying and releasing fluid to and from said brake, cylinder an 'ednalizing valve device adapted to supply fluid to said application chamber, and a ('Ull" valve device operating upon a reductionin train pipe'pressi ire for initiating the movement of said equalizing valve device. said equalizing 'alve. device being adapted upon an increase in train pipe pressure to initiate the movement of the. other valve device. to release position.

it. In a fluid pressure brake.

nation with a train pipe and brake (W n l'e'r,

of an application chamber. a valv ,nieclfa nism o wrated by variations in p' .ur'e. in said chamber for supplying and'releasing fluid to and from said brake cylinder. an equalizing: valve device subject to train pipe pressure for supplying fluid to said application chamber, a release valve device. subject to train pipe pressure for releasing: fluid from said chamber. means controlled the co nbi a valve device subject to the opposing prescylinder, a valve device operating upon a gradual reduction in train pipe pressure for supplying llllld to said application chamber to operate said valve mechanismto supply fluid to the service brake cylinder, an emer genc'y brake cylinder, and a release valve device operating upon an increase in train pipe pressure for releasing fluid from the application chamber and adapted upon a sudden reduction in train pipe pressure to effect the supply of fluid to said emergency brake cylinder. l

57. 'In a fluid pressure brake, the eombination with a train pipe and an equalizing valve device operated by variations intrain plpe pressure for controlling the brakes, of means for increasing the normal resistanc comprising; a piston "subject to to movement of said equalizing valve device in release position.

58. 1n a fluid pressure brake, the combination with a train pipe and anequalizing valve device ope ated by variations in train pipe pressure for. controlling the brakes, of

means for increasing the usual resistance oi the equalizing valve dev ce to movemept from release position'in applying the brakes, said added reslstance being cut ofi 1n the movement of the equalizing valve device to release position.

59. In a fluid nation with a train pipe, of a valve'devwe the opposing pressures of the train pipe and main valve and an auxiliary valve operated thereby, and a reduction limiting reservoir,

said auxiliary valve being operated by said PIStOII upon 'a reduction in train pipe pres sure below the equalizing point for venting fluid from said chamber to the. reduction limiting reservoir.

pressure brake, the eombia chamber, a

In testimony whereof I have hereunto set Y my hand.

NALTER V. TURNER.

Witnesses A. M. CLEMENT,

R. C. SWARTZUGLEEN. 

